Hello gents, I just picked up a 68 390 2v cougar. It is pretty much all stock minus a electric distributor and coil. I, of course, would like to generate more power with a “cruiser with attitude” type build. What would be some ideas as far as top end combos that would keep drive ability? Headers, cam, intake, carb, distributor and alum heads? Is it worth it to do top end mods like this on a stock block if I find compression is normal and healthy? I’m in the unenviable position of being in love with these cars but not the most handy guy in the world so I’ll be paying my local shop to do most of the work. He quoted me around $3500 parts and labor for alum heads, intake and carb. Worth it?
Just putting an Edelbrock Performer RPM intake and a four barrel carburetor should wake things up noticably. Sky’s the limit though. Personally I’ve stayed away from putting new heads on an old motor without freshing up the bottom end. Plus a new cam would help get the most out of the heads etc…etc… etc…
Getting headers on an FE inside a Cougar or Mustang engine bay is a struggle.
Most go with Cobra-Jet exhaust manifolds and exhaust.
Don’t throw any original parts out.
- Phillip
Always on an FE…
1 - Recurve the distributor and ensure you are getting WOT with your foot, the way you push the throttle down, under hood it’s easy, but often you foot doesn’t travel the same way
2 - Headers and good dual exhaust, especially 390s and if equipped with a transverse muffler
3 - If on a budget, I have seen a Holley 500 CFM 2 barrel provide 20 HP on a bone stock 352 no tuning, just swap from the stock carb
4 - Although not power, for longevity, a tranny fluid and filter change with a shift kit will make it feel like it gained muscle and make the tranny live longer
5 - That same 352 gained another 25 with a 4 barrel Blue Thunder, RPM is likely better, but it pushes the carb back, likely forcing an open element air filter
6 - A better cam does wonders and you can put a fesh timing chain on it
Here’s the rub, that’s what I would do if I was going to stop, but if considering more. GT heads use different headers than aftermarket heads. So, if planning to go big someday, may want to just do the distributor, 500 2 barrel, exhaust (no headers) and shift kit. It will gain tons of fun, but not waste any money on unusable parts later (other than the carb)
This sounds close to my situation in looking for more power for my stock 390 2 barrel, but I’m fortunate I can do a lot of this work myself. With these older cars, it is handy in being able to do work yourself where possible, or else the costs go through the roof.
I thought about a similar package (heads, intake, carb) with existing engine, but decided to wait for big changes if/when I pull the motor sometime in the future. As a result, I settled on a Blue Thunder intake (stockish looking, has rear port as well for vacuum, etc) and 4 barrel…might install late summer depending how things go with current setup.
You have me rethinking portions of my plan as I would like to go big down the road as well, but stockish looking when popping the hood, and reminded me to change out the trans fluid/filter…good time to install a pan (Bowler low profile) with a drain plug.
Looks like I will go ahead and install the rebuilt/recurved distributor now…was waiting for late summer if I installed the new intake, but guess there is no reason to pause distributor.
These X code 390s are wonderful drivers when in a good state of tune. I wonder how many times people opt for a bunch of performance parts before getting what they have really running right? Given that, I would start out with electronic ignition. Make sure the distributor is properly advancing. Holley makes an excellent 500 cfm two barrel.
If your desire for more HP mostly occurs when your are sitting in your recliner you might want to give this a second thought. Drive the car and then see how many times you have it floored and it just isn’t fast enough for you. Then think about how much faster exactly, it would need to be to really be fun. You may find that it is really more torque off the line that you want rather than the ability to wind it out to 7000 RPM. It may be that what you really need is a lower rear axle ratio or a higher stall speed converter.
The Ford Muscle Parts catalog from back in the day spelled out a great build for the 390. Use the 428 CJ heads, cam, intake manifold, exhaust manifolds, and optionally even the 428 crank to make it a 410. You will have to mill the heads and intake to get the compression back up.
Probably a better modern build would be the Edlebrock heads, Performer Intake, Holley Sniper EFI, CJ reproduction exhaust manifolds, and possibly the Comp Cams 268H cam.
I wouldn’t do any of this without having the short black rebuilt in the process.
Thanks for the input 
Given me a lot to think about! I do think it’s more stoplight to stoplight power im looking for as it will just be a weekend show car. Thinking I’ll opt for the pertronix kit and a distributor from wccc to start…possibly give that holley 500 2 barrel a go. The car itself is in really good original condition and though I desire more power, I’m not sure I want to start pulling off these stock parts.
Highly likely that it has a 2.75:1 rear axle ratio too.
That’s the standard X code axle ratio but there were optional ratios and Traction Lok available. I used to own a 1968 X code XR-7 with 3.25 Traction Lok. It was a beast! I recommend the 3.25 ratio with a C6, it is low enough to be OK on the freeway but a huge improvement over the 2.75.
Also it should be noted the X code 390-2V carburetor is a unique 470 CFM unit. A 500 CFM Holley is a great carburetor but you frankly won’t see a huge improvement going from 470 to 500. The 500 CFM carb is excellent on a 289. Drove one like that for many years.
I have a x-code too,
I’m trying the sniper 2bbl setup on mine. I think its like 580 cfm. I’m going with the hyper spark distributor that works with the efi and the Holley returnless in tank fuel pump. I just want a reliable runner at this point
Let us know how that returnless system works. I’d also like to hear a comparison of the stock distributor with Pertronix versus a distributor controlled by the Sniper